Electric railway-signal.



No. 709,052. Patenlted Sept. I6, |902. A

Cf D.- SEAMAN.

ELECTRIC RAILWAY SIGNAL.4

(Application filed Nov. 7, 1901.) c` N o M o d e l 2 SheeisfSheet l.

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, Patented Sept. I6, |902.A C. D. SEAMAN. ELECTRIC RAILWAY SIGNAL.

(Application filed Nov. 7, 190]..I

2Sheets-Sheet 2.

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UNTTED STATES PATENT OFFICE.

CLAUDE n. SEAMAN, or ToPnHKA, KANSAS, Assienon or ONE-HALF To c. o. GARDINER, oF-ToPnKA, KANSAS.

ELECTRIC i RAI LwAY-slc NAI..V

SPECIFICATION forming part of Letters Patent No. 709,052, dated. September 16, 1 902.

Application filed November 7, 1901, Serial No. 81,441. (No model.)

To all whom it 71mg con/cern,.-

Be it known that I, CLAUDE D. SEAMAN, a citizen of the United States, residing at Topeka, in the county of Shawnee and State of Kansas, have invented anew and useful Electric Railway-Signal, of which the following is a specification.

This invention relates to electric railwaysignals, and has for its object to provide a simple, inexpensive, and highly effective signal apparatus especially designed for use at railway-crossings for automatically sounding an alarm upon the approach of a train from either direction and during the passage of the train to the far side of the crossing. To the accomplishment of this general object the iuvention contemplates the employment of a novel form of relay arranged with special reference to its use in connection with an ordinary two-battery.track-circuit and equipped with a novel form of contact device arranged to terminate the sounding of the alarm as soon as the train has passed the crossing, to resound the alarm in the event of the backing of Vthe train toward and across the crossing, and to effect the resounding of the alarm by a second train approaching the crossing before the first train has passed beyond the signalblock or the outgoing track-section thereof.

Subordinate objects of. the invention are to economize the expense of the manufacture and installation of the apparatus byreducing the wiring and by employing a single electro` magnetin lieu of the relay sets, which ordinarily include a plurality of relays and complementary wiring; to provide for the adjust- `ment of the device in accordance with the varying conditions of use-af-i, for instance, the length ofthe sections, strength of the batteries, dsc.; to protect the contacts from interference by unauthorized individuals and from injury from moisture, insects, and the like; to control the circuit by a contact of the sliding type and gravity-operated to a considerable extent; to obtain a maximum torque of the relay-armature, and, finally, to minimize the consumption of electrical energy and the cost of maintenance. To the accomplishment of these various objects and others subordinate thereto, all as will hereinafter more fully appear, the invention in its preferred embodiment comprehends the novel construction, combination, and arrangement of parts hereinafter more fullydescribed, illustrated in the accompanyingdrawings,andsuccinctly defined in the appended claims.

In said'drawings, Figure 1 is a diagram matical View ofthe apparatus before the approach of atrain from either side of the crossing. Fig. la is a detail view complementary to Fig. l and showing the position of the contact device under the conditions named. Fig. 2 is a View similar to Fig. l, indicating the approach of a. train from one side of the crossing.

Fig. 2 is a complementary detail View similar to Fig. l, but showing the position of the contact device when the train has entered the signal-block, as shownin Fig. 2. I1`ig.3is another diagrammat-ical View indicating the train direct ly at the crossing. Fig. 3LL is a complementary detail view of the contact device, showing the manner in which the Contact is maintained when both batteries are short-circuited, as in Fig. 3. matical View indicating the train within the signal-block, but at the far side of the crossing. Fig. 4a is still another complementary detail view of the contact device, illustrating the manner in which the contact is broken and the alarm-circuit opened as soon as the train has passed the crossing and before it reaches the end of the signal-block, as indicated in Fig. 4. Fig. 5 is a front elevation of the relay, showing the contact device in its normal position, corresponding to theposition shown in- Fig. lil. VFig. (5 is a central vertical section through the subject-matter of Fig. 5, but showing the contact mechanism in the position indicated in Fig. 3i. Fig '7 is a horizontal'section of the subject-matter of Fig. 6 with certain of the parts shown in plan. Fig. 8 is a section on the line 8 S of Fig. 6, but showing the relay-armature in the position indicated in Fig. 5; and Fig. 9 is a detail perspective View of the contact-spring. i

Referring to the letters and `numerals employed to designate corresponding parts throughout the views, a designates a railwaycrossing; l) and c, the sections ofthe track located at opposite sides of the crossing and comprehending portions of the signal-block. The tracks (indicated by the letters d and e) Fig. 4 is still another diagram` IOO VCT

are provided With insulated jointsfand g at the opposite ends of the block, and the track d is additionally provided with an insulated joint h at the crossing. Those portions of the tracks lying between the joints fand g and constituting the signal-block are designed to be employed as conductors, constituting portions of a relay or track circuit. This circuit includes a pair of batteries t' and 7c, having their terminals connccted to the tracks d and e adjacent to the opposite ends of the block, and a relay l, having its terminais m and n connected with the track d at opposite sides of the insulating-joint h, located at the crossing.

The armature of the relay is designed, in a manner to be described, to control a contact device connected with the terminals of an alarm-circuit 0, including a battery p and a suitable electric alarm q-as, for instance, a gong or similar audible sounder. The general assemblage of the apparatus as thus generally described is shown diagrammatically in the first four figures of the drawings, and therefore before proceeding with a detailed description of the mechanism comprehending the contact device and its operating means it may be well to refer briefly to the operation of the syst-ein in order that the further description of the apparat us may be more readily comprehended.

When the signal-block--that is to say, that stretch of track between the insulated joints f and g-is unoccupied or clear, both batteries 'L' and c will be in circuit with the relay Z, and the contact device will be held open. As this device controls the alarm-circuit, said circuit will likewise be open and the alarm will not sound. Upon the approach of a train r to the position indicated in Fig. 2-that isy to say, when a train enters one section of a signalblock-the battery at that end of the blockthe battery kin the present instance-will be short-circuited through the wheels and axles of the train. The result'will be that the current passing through the relay will be reduced by one-half, and the consequent movement of the relay-armature tothe position indicated in heavy dotted linesin Fig. 5 will effect the closing of the contact device, andthe alarm will now be sounded. If now the train reaches the crossing, as indicated in Fig. 3, and has its wheels and axles located at both sides of the crossing-joint h, both batteries will be shorteircuited, and the relay being completely demagnetized its armature will move to still another position, (indicated in light dotted lines in Fig. 5,) which, however, by reason of the peculiar form of contact to be hereinafter described in detail will not eect the opening of thealarm-circuit, and the alarm will therefore continue to be sounded until the train has passed the crossing and has reached the block-section c, which in this movementI of the train is the outgoing section of the signalblock. As soon as the train has thus passed the crossing the battery k will again be in circuit with the relay, and the contact mech- I anism will again be moved by means of the relay-armature, but this time to a position which will open the alarm-circuit and cause the cessationof the alarm until the crossing is again approached by a train. With this general idea of the system, comprehending the circuit-controlling relay included in a single circuit, having a pair of batteries insuring three distinct positions of the relayarmature as one, both, or neither of the batteries are in circuit with the relay, the succeeding description of the apparatus will be clearly understood.

'Located at any suitable point, preferably adjacent to the crossing, is mounted a hardrubber base 1,carrying upon suitable supports 2 the field-magnets 3 of the relay. The polepieces 4 of these magnets have their inner opposed faces curved concentric with the axis of the relay-armature 5, which is approximately of Z shape, but has tapering curved ends 6 playing adjacent to the curved faces of the pole-pieces. The relay-armature 5 is mounted for rotation on an armature-shaft 7, having a bearing at one end in one of a pair of parall plates 8 and 9, the opposite end of said shaft 7 having a bearing in the end of a pivot-screw 10, retained by a suitable bushing in the other plate. erably extends between the bases of the polepieces and, as stated, is in parallelism with the plate 9, which is carried at the outer ends of a pair of studs 11, projecting from the outer faces of the pole-pieces, as best shown in Fig. 7. The plate4 8 besides constituting a bearing for the armature-shaft also affords a support for the armaturestop 12, designed to limit the oscillatory movement of the armature, and the plate 9 in addition .to its function asabearing member is intended to support an open-faced contact-casing 13, secured to the plate 9, as by screws 14, and provided with a fibrous or other non-conductive contact supporting-plate 15. Upon this non-conductive plate 15 and in front of the open face of the casing closed by suitable transparent material is a contact-spring 16, compreheuding a pair of spring members 17 and 18. These members spring from a metal foot 19, imposed directly against the plate 15 l and in electrical connection with a bindingscrew 20 for the attachment of one of the alarm-circuit terminals, as will hereinafter appear. The members 17 and 18 are removed slightly from the surface of the supporting-plate, and the member 17, which I shall designate as the priinaryvcontactspring, is located in a somewhat higher plane than the other or secondary spring 18, but is provided with a widened end 2l, which extends down and overlaps the outer end of the spring 18 and extends a considerable distance beyondthe same. This widened end orplate 2l has its extremity 22 bent back toward the supporting-plate, for a purpose which will hereinafter more fully appear. It

The plate 8 pref- IOO IIO

j circuit and either of these plates.

will thus be apparent that both of the spring members-that is to say, both the primary and secondary springs of the contact-are in electrical connection with the same terminal of the alarm-circuit and that said circuit will be closed by establishing electrical connection between the other terminal of the alarm- I therefore fixedly mount upon the armature-shaft 7 a radially-disposed contact-arm 23 of sufficient length to permit of its being swung into contact with the plate 2l and spring 18 and having upon the extremity of its front face an insulating-pad 24, of any suitable non-conductive material, which when said arm is located behind the plate 2l and beyond the outer end of the spring 18 will prevent the establishment of electrical connection between either of the springs and the arm. When the relay is not energized, the arm 23 is designed to assume a vertical position, which will bring its rear face in electrical contact with the secondary spring 18, as indicated in Fig. 3a of the drawings, and to Vinsure the assumption of this position of the parts said arm is extended beyond the opposite side of its axis and is provided with a threaded shank 25 for the reception of an adjustable weight 26. (See Figs. 5 and 6.) The contact-arm 23 and the relay-armatu re 5 are connected for-movement in unison, and when the relay is demagnetized the weight 26 will cause the contact-arm to assume a vertical position, as shown in Fig. 3% With the arm thus positioned the armature will be disposed at one limit of its oscillatory movement, and upon the relay being magnetized the armature will be rotated to move the contact-arm against the resistance ofthe weight, and thus present the extremity of the arm in a position beyond the outer end of the contactspring. This position of the arm is shown in Fig. 5 and is that position to which the arm is moved when both batteries 'L' and 7c are in circuit with the relay. When, however, a single battery is in circuit, the other having been cut out by a locomotive, the arm will assume an intermediate position-that is to say, aposition midway between the position shown in Fig. 3a and that shown in Fig. 1, (See Figs. 211 and 4a.) The weight26 will of courseoppose the movement of the coptactarm from the position shown in Fig. 3a to that shown in Figs. 2L and 4a, and bythe adjustment of the Weight toward and from the axis of movement of the arm the resistance t of the contact device may be regulated in accordance with the length of the signal-block, the strength of the batteries, and other conditions of use. It is desired,however,to oppose somewhat-greater resistance to the movement ofthe contact-arm from its intermediate position (shown in Figs. 2a and 4a) to the extreme position,(shown in Fig. 13,) and I therefore provide an auxiliary Weight 27,adjustably mounted on an arm 28, swung loosely upon the armature-shaft 7 and preferably of angular form to provide a laterally-disposed portion 29, extended outwardly through a slot 30 in the face of the casing 13 and disposed in the path of movement of a short xed arm or stud 31. l/Vhen the contact-arm is in its vertical position, (see Fig. 32,) the lateral portion 29 of the arm 28 rests in the bottom of the slot 30, which in the present instance is constituted by the upper edge of the plate i), and as the said arm is loosely mounted on the shaft this position will be maintained during the movement of the contact-arm 23 from the position shown in Fig. 3 to the intermediate position, (shown in Fig. 4%) but as the short arm or stud 3l will then be presented to the laterally-disposed portion of the auxiliary weightsupporting arm continued movement of the4 arm 23 to the right will be resisted by both the primary and auxiliary weights 26 and 27, either or both ot' which may be adjusted with great nicety.

The wiring of the relay and alarm circuits to the signal apparatus is facilitated by a pair of binding-posts 32 and 33, to one of which the contact-springs are connected by a wire 33a, (see Figs. 5 and 7,) and to the other of which is attached a terminal wire 34, having electrical connection with a binding-screw 35, screwed into the plate 9, adjacent to one end thereof, and accommodated within a cut-out portion ofthe face-plate ofthe casing. Around the head of each screw 14 is formed a sealchamber 36 for the reception of a suitable seal` 36, designed to prevent interference with the contacts by unauthorized persons. At the opposite side of the base l a second pair of binding-posts 37 and 38 are provided for the wiring of the relay or track circuit, said posts being wired, as shown in Fig. 7, to the field-magnets and connected to the ends of the terminals m and n of the relay-circuit,

one of the batteries will be short-circuited inA a manner heretofore described, (see Fig. 2,)

ICO

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and the current being thus reduced the weights of the contact device will cause the armature to be swungback and the end of the contact-arm23 to be moved in the di- This move rection of the arrow in Fig. 5. ment of the arm will cause itsextremity to impinge against thedeiiected end 221 of the contact-plate 2l and to ride against the outer face of said plate until t-he position shown in Fig. 2a` is reached. Obviously the .contact of the metallic rear side of the arm 23 with the primary contact spring or plate will K the signal-block until the crossing has been passed. It will be noted, however, that when the train reaches a position directly opposite the crossing its wheels and axles will be located at both sides of the insulated crossingjoint h and that consequently both batteries will be out out of circuit with the relay. It is for the purpose of continuing the sounding of the alarm upon the happening of this contingency that the secondary spring 18 is provided, as it will now appear that when both batteries are cnt out of the circuit (see Fig. 3) the complete demagnetization of the relay will permit the weight 26 to move the contact-arm to its vertical position, (see Fig. 3%) and although said arm moves outof contact with the primary spring or plate the circuit will not be broken, because it immediately contacts with the secondary spring 18,' maintaining the electrical connection and insuring the continuance of the alarm even after both batteries have been short-circuited by the passing train. It is desirable, however, that the sounding of the alarm be discontinued as soon as the train haspassed the crossing and during its passage from the crossing to the far end of the signal-block, and this result can only be effected by the opening of the alarm-circuit. It is with this contingency in mind that the front face of the contact-arm 23 has been provided with the insulation 24 at its extremity. As the train reaches a position beyond the crossing and within the section c of theblock (see Fig. 4) one of the batteries-to wit, the battery 7c in this instance-will again be placed in circuit-with the relay and the armature willbe rotated sufficiently to present the contact-"arm 23 in its intermediate position-that is to say, in the same position it occupied when one battery of the relay-circuit had been cut outby the entrance of the train upon the block. Instead, however, of the arm being disposed against the outer face of the plate 21 and in electrical contact therewith,

l as in Fig. 2a, said arm will now have passed behind the plate and beyond the end of the secondary or auxiliary contact-spring 18, so that the electrical connection will be brokenthat is to say, the arm will not be in contact with the spring 18, because it will have passed the end thereof,and it will not be in connection with the primary spring or plate 2l, because the insulation 24 will be interposed between the opposed portions of these elements. It should now be carefully noted that the movement of the contact-arm to its intermediate position by the presence of a train upon the approach-section of the signal-block will cause the closing of the alarm-circuit, while the movement of said arm to its intermediate position by the presence of a train in the far or outgoing section of the block will cause the opening of the circuit, and this regardless of the direction in which the train is moving. I have 'stated that one of the objects of the invention is to so organize the mechanism that the signal will againbe sounded by the backing of the train over the crossing before it has reached the outgoing end of the blockthat is to say, after the alarm-circuit has been opened by the presence of a train in the far or outgoing section of the block, as indicated in Fig. 4, it is not necessarfyy for the train to pass out of the block in order that the parts may be reset; but if, on the contrary, the train without passing out of the block should back over the crossing in the direction from which it originally came both batteries would be out out as soon as the rear wheels of the train had passed over the crossing-joint h, and the relay-magnets being demagnetized the contact arm would gravitate back from the position shown in Fig. 4 to the position shown in Fig. 3, and the alarm would be sounded during the passage of the train over the crossing. As soon as the crossing has been passed, however, the battery will again be thrown into circuit and the arm will once more move to the position indicated in Fig. 4 to open the circuit and discontinue the sounding of the alarm. Suppose, however, that the train has passed over the crossing to the position indicated in Fig. 4 and that the contact-arm isin the open position shown in Fig. 4. Ifnow a second train should enter the signal-block before the first train has reached the outgoing end of the latter it 'will be evident that both batteries will be cutout of the relay-circuit, and the contact-arm 23 will consequently gravitate to its vertical position, as shown in Fig. 3f, closing the alarmcircuit and causing the sounding of the alarm to announce the approach of the second train.

It is thought that from the foregoing the operation of my invention will be clearly apparent; but while the illustrated embodiment of said invention is thought at this time to be preferable I desire to reserve the right to effect such changes, modifications, and variations ot the illustrated structure as may be properly comprehendcd within the scope of the protection prayed.

What I claim is- 1. In an electric railway-signal, the combination with a single two-battery track-circuit and a single relay included therein, of an alarm-circuit controlled by the armature of the relay.

2. In an electric railway-signal, the combination with a signal-block comprising tracksections, and a single normally closed twobattery track-circuit having its batteries connected with the tracks at the opposite ends IOO IIO

alarm-circuit controlled by the armature of` the relay.

4. In an electric railway-signal, the combi! nation with a single normally closed two-battery track-circuit, and a single relay included therein, of an alarm-circuit, and a contact device therefor, controlled by the armature of the relay and arranged to close the alarm-circuit when either of the batteries is short-circuited by a train approaching the crossing.

5. In an electric railway-signal, the combination with a two-battery track-circuit, and a single relay included therein, of an alarmcircuit, and a contact device for opening and closing the alarm-circuit, said contact device being controlled by the relay-armature andV arranged to close the aiarm-circuitwhen either battery is short-circuited by a train approaching the crossing, and when both batteries are short-circuited by a passing train.

6. In an electric railway-signal, the combination With a two-battery track-circuit, and a single relay included therein, of an alarmcircuit,and a contact device therefor arranged to close the alarm-circuit when a battery is short-circuited by a train approaching the crossing, and to open said circuit `When abattery is short-circnited by a train receding Yfrom the crossing.

7. In an electric railway-signal, the combination with a two-battery track-circuit, and a single relay included therein, of an alarmcircuit,and a contact device therefor arranged to close the alarm-circuit when a battery is short-circuited by a train approaching the crossing, and when both batteries are shortcircuited by a train located at the crossing, and to open said circuit when a battery is short-circuited by a train receding from the crossing.

8. In an electric railway-signal, the combination with a signal-block including tracks, one extending continuously from end to end of the block, and the other being divided by an insulating-joint located at the crossing, of a pair of batteries, one of which is connected with the tracks at each end of the block, a single relay having its terminals connected to the divided track at opposite sides of the crossing-joint, an alarm-circuit, and a contact device for opening and closing said circuit and controlled by the relay-armature, said contact device being arranged to close the alarm-circuit by the short-circuiting of abattery by a train approaching the crossing, and to close said circuit when a battery is short-circuited by a train receding from the crossing.

9. In an electric railway-signal, the combination with a signal-block including tracks, one extending continuousiyfrom end to end of the block, and the other being divided by an insulating-joint located at the crossing, of a pair of batteries, one of which is connected with the tracks at each end of the block, a single relay having its terminals connected to the divided track at opposite sides of the crossing, an alarm-circuit, and a contact device for opening and closing said circuit and controlled by the armature of the relay, said contact device being arranged to close the alarm-circuit when one ot the bat.- teries is short-circuited bya train approaching the crossing, and when both batteries are short-circuited by a train located at the crossing, and to open the circuit when one` of the batteries is short-circuited by a train receding from the crossing. y

10. In an electric railway-signal, the combination with a two-battery track-circuit includingarelay,acontactarln operatively connectedto the relay-armature, and an alarmcircuit, ot" an alarm-circuit terminal disposed for sliding contact with the arm when the latter is moved in one direction, and for electrical disconnection with the arm during the return movement of the latter.

11. In an electric railway-signal, the combination With a two-battery track-circuit including a relay, of an alarm-circuit, a contact-arm operated by the relay-a-rmature and constituting one terminal of the alarm-circuit, a contact-plate constituting the other terminal of the alarm-circuit and disposed to compel the arm to traverse the opposite sides of the plate during its movement in opposite directions, and means for insulating the arm from one side of the plate, so that the alarm-circuit will be closed by the movement of the arm in one direction, and will be open during the movement ot' the arm in the opposite direction.

12. In an electric railway-signal, the combination with a two-battery track-circuit, and a relay included therein, of an alarm-circuit, a contact-arm constituting one terminal of the alarm-circuit and operatively related to the relay-armature, primary and secondary contact-plates constituting a divided terminal of the alarm-circuit, means for compelling the contact-arm to ride upon and electrically contact with the primary contact-plate prior to the contact ot' the arm with the secondary contact-plate, and means for preventing electrical contact of the arm with the primary plate as said arm is moved back toward its normal position after contact with the secondary contact-plate.

13. In an electric railway-signal, the combination with an alarm-circuit, of a swinging contact-arm constituting one terminal of the alarm-circuit, primary and secondary con- IOO IIO

tactplates constituting 'the other terminal of the alarm-circuit and disposed in overlapping relation, said contact-arm being related to the plates in a manner to cause it when moved in one direction to establish electrical contact with the primary contact-plates, to subsequently contact with the secondary contact-plate, and to move behind the primary contact-plate when returning to its normal position, and means for insulating the primary contact-plate from the arm when the latter is moved behind the same.

14. In a contact device for electric railwaysignals and the like, the combination With an electric circuit, and a swinging contract-arm constituting one terminal thereof, of a second terminal comprising primary and secondary spring members, said primary member being extended beyond the end of the secondary member and having its extremity deiiected, whereby the contact-arm is compelled to move in one Vdirection in advance of the primary spring member, and is permitted to move in the opposite direction behind the latter, and an insulating material imposed upon one face of the contactarm to prevent electrical contact thereof with the rear side of the primary contact member.

15. In an electric railway-signal, the combination With a track-circuit, and a relay, of an alarm-circuit, a contact device for said alarm-circuit including a Weighted contactarm operatively related to the relay-armature, and means for regulating the resistance opposed to the movement of said arm.

16. In an electric railway-signal, the combination with a track-circuit including a relay, of an alarm-circuit, a contact device for said circuit including a contact-arm operatively related to the relay-annature, and an adjustable weight connected to said arm to resist the movement thereofin one direction.

17. In an electric railway-signal, the combination Witha track-circuit, a relayincluded therein, and an alarm-circuit, of a contact device for said alarm-circuit including a swinging contact-arm operatively related to the relay-armature, and adjustable primary and secondary weights connected to said contaott While continued movement thereof will bel opposed by both the primary and secondary weights.

19. The combination with an electric circuit provided With a terminal, of a contactarm arranged for sliding contact with said terminal when moved in one direction, and for electrical disconnection from the terminal during the return movement of the arm.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

CLAUDE D. SEAMAN.

Witnesses:

C. B. MERRIAM, E. C. SEGER. 

